Electrical railway



(No Model.) 3 Sheets-Sheet 1.

R.M,HUNTBR. BLEGTRIGAL RAILWAY.V

No. 592,225. Patented Oct. 19,1897.

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R.M.HUNTER.

V `ELEGTRHIAL RAILWAY. No. 592,225. Y Patented Oct. 19,1897.

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(No Model.) 3 Sheets-Sheet.

R. M. HUNTER.

- A ELECTRICAL RAILWAY. No. 592,225. y f Patented Oct. 19,1897.

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UNITED STAT-Es PATENT @Frictia RUDOLPH M; HUNTER, OF PHILADELPHIA, PENNSYLVANIA.

- ELECTRICAL RAILWAY.

sPncIFIcArIoN forming part o f Letters Patent No. 592,225, aatedfoctober '1 9, Iso?. L

Application filed June 12, 1897. Serial No. 640,438. (No model.)

To a/ZZ whom it may concern,.-

- Be it known that I, RUDOLPH M. HUNTER, of the city and county of Philadelphia, State of Pennsylvania, have invented an Improvement in Electrical Railways, of7 which 'the following is a speciication.

My invention has reference to electrical railways; and it consists of certain improvements which are fully set forth in the following specification and shown in'the accompanying drawings, which form a part thereof.

This application (Case No. 297) has special reference to methods and means for controlling the speed of an electrically-propelled train of cars as distinguished from the control of an individual car.

Heretofore it has been customary to control a car by the employment of two or more motors on a car with' hand-operated devices for throwing the motors into series or parallel to vary the counter electromotive force and internal resistance-such, for example, as set out in Letters Patent No. 385,055, of 188,8, granted to me. The series-multiple controller,which is excellently adaptedto the purpose of controlling a single car, or even two cars, where the connections are permanently made, becomes a very complicatedk piece of apparatus when it is attempted to apply it so as to permit a series of cars being connected into a train and in which each-car is provided with its propelling-motorsjlt is evident that the great variation in the number of cars which might possibly be grouped to formthe train makes the question ofthe adaptability of a series-multiple controller a serious problem. The great complication in the wiring also makes it very liable to derangement.

thereof a s'et of the control devices, so that' no matter how the train may be coupled there is always at the front of the train a control device. lt is needless yto vremarkthat this involves a great deal of expense and 'an eX- cessive Vamount of electrical connections with the consequent liability of trouble.

The object of my invention is to overcome all of these existing objections to the employment of my vformer inventions, and to permit the control of anynumber of cars in the simtion with thearmatures.

Furthermore, it has been cus-1 tomary to put upon each car and at each end lplest manner possible and with the least loss of electrical energy. y

My object is further to reduce the wiring on a train to a minimum, so as "not only to reduce the expense but also the liability of.

derangement.

Broadly stated, my invention may be said to consist of two or more cars making up a train, each of which is provided with the usual trucks, upon which are arranged electric motors, there ,beingone or more electric motors't'o 'each car. Arranged-underthe cars are cables or electrical conductors provided :at the ends with coupling devices, so that the 'conductors ofthe several'cars may be quickly Icoupled in electrical connection. 'tors of the cars are permanently connected with the proper wires ofthe cable upon the ycar van'dso that the field-magnets are prefer- The moably assembled in permanent series connec- In connection with such a train of cars I employ a small pilotcar which is connected at the forward part of the train and provided with suitable places of observation for the motorman, and at the same time furnishes a means of support for the cow-catcher or track-clearer. This pilotcar, while itmay be self-propelling, is in no sense an electric locomotive, considering that term to be applied to a traction device `for pulling by its tractile effort atrain of cars.

-T'ne 'self-propelling lqualities of the pilotlcar are designed to enable it to shift itself in making up 'trains or for conveying itself from one place to another when detached from a train. The pilot-car is provided with all of the control mechanism, and this consists of a main regulator or counter-electromotive-force generator of any suitable construction in electrical circuit with'the line conductor extend- .ing along the railway through a suitable sliding or travelingconnection such as employed in a third-rail or trolley system. The' cur- ',rent passing to said'regulator or counter-elecltromotive-force regulator under the superior inuence of the initial electromotive force of the line is conveyed through the conductors on the cars, so as to couple the held-magnets and armatures in series, and further to couple the various armatures of the'motors of the several cars in parallel. My object is to IOO avoid the necessity of changing the motor connections 011 the ears, so that if they are permanently coupled in series on a car or in multiple on a car they always remain in that condition, and an external counter electromotive force is employed to regulate the current-supply. In railroad work between great distances such as is now carried on by steamrailroads the speed is invariably high and the trains are desired to start with as great rapidity as possible. Consequently there is seldom slow speeds required, and for this rcason I prefer to maintain the motors of the various cars in parallel. To enable the proper operation of'the various motors, I connect the lnotor-circuit on the pilot with the several longitudinal conductors of the cables passing under the several cars and with which the motors thereof are connected, and, if desired, these several connections may be further provided-with independent means of regulation and switches, so that if the internal resistance of any motor differs materially from that of the others this difference of resistance may be compensated for by the auxiliary regulator. The flow of current through the several motors may be indicated by ammeters, and any excessive iow in any individual motor may readily be choked down by the proper use of the individual regulator, and once set upon starting the train will remain in that condition until a new train is coupled up with the pilot-car. There are numerous possible devices for varying the counter electromotiveforce in the motor-circuit, and therefore I do not limit myself to any special devices for this purpose.

In the preferred form of my invention I convey the current by two lines of conductors from the pilot-car through the several fields of the motors and provide said circuits with a current-reversing switch. After the current has returned to the pilot-car it is then subdivided into the several circuits leading to the various armatures, each circuit correspending to a car. To enable the connection through a series of cars, however, it is evident the cables will have contained therein a series of straight conductors having no connection with the motors, as only a single cable of any car will be connected with its motors. XVhere here are two or more motors on a car, I prefer to couple the said motors in permanent parallel connection, and the fields also for said motors are likewise coupled in parallel. In a system of this class it is advisable that the motors employed on all the cars shall be similar in all material respects to produce the best etiiciency, but, broadly considered, thisis not essential to the practical operation of the system.

While I prefer the motors on a car to be permanently coupled in parallel, it is evident that so far as my invention, broadly considered, is concerned, they may be coupled in series, but in all cases the armatures of the motors on one ear will be connected in parallel with those of another car, as this is cssential from a practical standpoint to secure high speeds.

My improvements comprehend numerous details of construction, all of which will be understood by reference to the accompanying drawings, in which- Figure l is an elevation of a train of cars embodying my invention. Fig. 2 is a diagram representing the electrical circuits of the pilot-car and one of the cars of the train. Fig. 3 is a similar view corresponding to Fig. 2, but showing the details of the wiringmore fully. Fig. I- is a diagram illustrating a modification of the circuits of the pilot-car. Fig. 5 is a sectional elevation of one of the couplings for the electrical circuits between the two cars. Fig. (5 is a front elevation of one of the coupling-heads separated. Fig. 7 is an enlarged view of a portion of Fig. 5, showing one ot' the contact-sockets more in detail. Figs. 8 to lt, l5, and 16 are diagrammatic views showing different forms of counterelectromolive-force controllers adapted to my invention, and Figs. 17 and 18 are diagrams of electric circuits adapted to two cars and the pilot-car with slight moditications of the circuits shown in Figs. 2 and 3.

A represents the passenger-cars, and D the pilot-car. Each of the passenger-cars is provided with the usual trucks and one or more electric motors D thereon. I have shown two motors to each car in Figs. 2 and 3 and one motor to each car in Figs. 17 and 1S; but it is evident that I do not confine myself to any special number of motors. Arranged along the under side of cach car is a cable C, inclosing a series of longitudinal insulated conductors, a train of ten ears requiring at least twelve conductors in such a cable. These conductors terminate at each end of the car in suitable coupling-heads D, which, when coupled together, as indicated in Fig. 5, form a coupling D7. It is immaterial to my invention in what manner these circuits are coupled together, but as the coupling is an important element in practical use I have shown a form which I consider excellently adapted to the purpose. It consists of the head D, of insulated material, and a center core of metal. Arranged in a circle in the head D are a series of six sockets D5 and six plugs D3, so that the plugs of one of the heads fit the sockets of the other, and vice versa. In this manner the coupling-heads on all of the cars are alike. The wires of the cable-C are connected with the sockets and plugs. The two coupling-heads are locked together, when pressed into contact, by means of the springlocks c. By turning the shaft c2 of one of the locks the coupling may be readily disconneeted.

To prevent moisture having ready access to the joint tetwecnthe coupling-heads, I provide rubber collars D4 about the heads, so that when the two heads'are brought together the rims of the rubbercollars press upon each IOO IIO

other, as shown in Fig. '5, and-make a tight joint adapted to readily shut out the water. In place of this coupling any other suitable form may be employed. The cables formed vwof the wires may be so disposed that the couplings at one end have the plugs at the top and at the other end at the bottom, so that the connections Will act properly to permit the ready connection and disconnection, which is a desirable feature in heavy coupling of this character. This inverse arrangement is graphically illustrated in Fig. 3 by the crossing of the conductors at the center. The longitudinal wires of the cables may be constructed as Nos. 1 l for the field-magnets, and 2 3 4, dac., for the armature-circuits. The field-magnets D2 are permanently connected in parallel with the two circuits 1 l, and these circuits on the pilot-car terminate in a current-reversing switch H, so that the current in all the held-magnets may be reversed when desired to move the train backward.

D are the armatures of the vmotors of the car, and, as shown, these are connected in parallel by the circuits d, one end of said circuit being grounded through the wheels and rails, while the other terminal of said circuit is connected through a switch L with the proper conductor 2 3 4', &c.

The importance of this switch will be referred to later on.

While the two field-magnets D2, as well as the two armatures D', of the motors of a car have been shown, respectively, in parallel, it is to be kept in mind that they operate, so far as the current is concerned, as if the fleldf magnets are permanently in series with the armatures; and it is further to be understood that if desired the two held-magnets of a single car may be coupled in series, as may also the two armatures, still, however, retaining the series connection of the fields relatively to the armatures. rlhese circuits which have thus been described are practically all of the wiring upon the cars, thus simplifying the construction to the greatest possible extent.

It is,l of course understood that the usual fuses and cut-out switches would be on each car in connection with the motors merely as a precautionary measure; but as they do not perform any special function in connectionV with my invention they are not shown.

I do not deem it necessary to provide the several cars with cu rrentcollecting devices, as the same are not required, and especially so as no car is capable of being self-propelled,

owing to lack of controllingdevices upon it.,

A of a constant potential,

F is a counter-electromotive-force generator and may be of any suitable character. It is arranged upon the pilot-car and adapted to bel controlled by the motorman, so as to oppose to a greater or less extent the initial electromotive force of the line-current by its suitable counter electromotive force. The line-current passes by motor-circuit f through the main switch F2 and thence through the counter-electromotive-force devices F, and contin uing by the motor-circuit f delivers the current to one of the field-magnet circuits l leading to the various cars of the train. The return field-circuiti, after passing through vthe reversing-switch H, is connected with-a bus-bar J, with which the various other circuits 2, 3, 4, dac., are connected in parallel.

Interposed between each of the circuits 2, 3, 4, 85e., and the bus-bar is an auxiliary controller I, of any suitable construction, such as a resistance-changer, a cut-off switch I', and an ampere-meter t'. The ampere-meters indicate Vthe volume of current flowing to the respective armatures of the motors on the several cars. If this current is not uniform, the auxiliary regulators I may be adjusted sol as to make the current-supply to the various motors the same. This being done, there are no reasons to further disturb them, and the actual regulation is therefore performed wholly by the operation of the counter-electromotive-force devices F.

While the pilot-car is not necessarily selfpropelling, still it is most desirable to provide it with its own motive power for the reasons already set out, and for this purpose I provide an armature K', connected with the busbar J, as in the cases of the motors on the cars of the train. The field-magnets k of this motor are also connected in parallel with the field-circuits l l.

The counter electromotive force-generating device F may be an armature revolving under suitable control and moving in a magnetic eldv produced by the field-magnets F" in shunt relation to the armature, and con= nected with the rails and circuits' on the train so as to be capable of being maintained at any definite degree of magnetism without di rectly iniiuencing or being influenced by the flow of current to the motors. A regulator F3 of any suitable construction may be employed to control the strength of the field F.

By varying the strength of the field-magnets F the counter electromotive force of the revolving element or armature F may be increased or decreased, as desired, by not only increasing or decreasing its speed, but also the magnetic reactions which produce the counter electromotive force. The armature F may be in effect a freely-operating motorarmature having a capacity for generating a `counter electromotive force substantially equal to the initial electromotive force of the line and adapted to be cut downto a minimum without overheating. v It is evident that as the armature F decreases its revolu- IOO I'io

tion, and hence its counter electromotive force, more current will flow through the various circuits and through the motors on the cars; but as these motors by increasing their speed generate a counter electromotive force it may be assumed that the regulator F will never be overloaded at low speed and hence be in no danger of burning out. \Vhen the maximum speed of the train is secured, l

the counter electromotive force of the motors on the train is sufficient to control the flow of current to the train while maintaining that speed, and if the run is of long duration the regulating-armature F may be short-circuited by a shunting-switch F4, so that no reaction of any other character will be produced in said armature.

I will now refer to various devices for regulating by counter electromotive force which may be employed on the pilot-car.

Referring to Fig. l, the armature F revolves in the Held-magnets F and is employed to operate a generating-armature F", which supplies its current to a circuit F 5, having a resistance-controlling device F, so as to put more or less work upon said generating-armature, and in that manner to vary the speed of the motor-armature F to the desired extent. The speed and counter eleetromotive force may be further regulated by adjusting the ield F by the regulator F. If desired, instead of operating upon a resistance device F the armature F4 may supply current to charge a storage battery FT, whose cells may be coupled in series or parallel or multiple series by a suitable switch FS, which will have the effect of varying the speed of the motorarmature. The meter l) indicates the ilow of current in the motor-circuit and reduces the total current flowing, and should by something more than the sum of the currents indicated by the various ammeters i'.

In Fig. S is shown a counter-electromotiveforce generator in the form of an electric motor whose armature reactions are controlled by adjusting the brushes of the commutator within wide limits by a suitable hand-lever N, adapted for shifting the brushes over a large range, so that the motor may be made to run at any speed desired and thus generate any desired counter electromotive force. In this construction it is preferable that the fieldmagnets shall be in shunt relation relative to the armature, as before.

In the construction shown in Fig. 0 the counter electromotive force is produced by a freely-running motor in which the speed of the armature is controlled by a brake-wheel N2 and a brake-strap N3, moved under the action of a hand-lever N. By simply moving the hand-lever N the speed of the motor may be varied and the amount of current passing through be regulated. In this case I have shown the motor as a series motor, though the field may be in parallel to the armature, if so desired. At first consideration it might appear that the use of friction devices as well as brush-shifting devices was very objectionable, but when it is borne in mind that long distances permit the maximum speed to be attained and maintained and the regulator at v that time practically cut out of operation, it

is seen that there is little or no objection as a matter of fact, for the regulator per Se is in use only at short intervals, such as when passing around a sharp curve or going upgrade or when there is danger ahead.

In Fig. lO I have shown the armature of the regulating-motor adapted to be raised and lowered out of the field-magnets to vary the counter eleetromotive force, this action putting into or out of operation a greater or less length of the armature windings relatively to the field magnetism. To readily raise and lower the armature, I have shown a piston and plunger device which may be either operated by compressed air of the brake system or by hydraulic means. lland devices of any suitable kind may be substituted for what is here shown. As illustrated, O represents a cylinder and piston to which air under pressure may be supplied by a pipe O and controlled byahand-va-lve o. In this manner the ordinary air-brake pressure-Creatin g devices may supply a force which may be utilized for the proper manipulation of the control without material exertion on the part ofthe motorman.

In Fig. ll I show diagrammatically a controller composed of a series of armatures F, connected by separate circuits p with a seriesmultiple controller P, the object of which is to couple the armatures in series or parallel or multiple series to vary the sum of the counter electromotive forces, said counteiiclectromotive force being opposed to the initial electromotive force of the current in the motorcircuit f. F indicates one set of field-magnets for all of the armatures, but it is evident that said field-magnets may be made separate, if so desired, as indicated in Fig. 15.

In the construction shown in Fig. l2 I have substantially that which is shown in Fig. l1,

IOO

IIO

but in this case instead of there being several armatures there is a single core wound with coils in such a manner as to produce in effect a series of amatures in a multiple ield. Each set of armature-coils is provided with its own pair of brushes, and these are connected by circuits P' with a series-multiple controller I to couple them in series or parallel or multiple series, as above stated. In this manner the current flowing through the motor-circuit to the motors maybe readily regulated.

In Fig. 13 I have shown a counter-electromotive-force generator consisting of two sets of coils of laminated cores similar to two armatures, one of which may be considered the armature F and the other the field F. I provide each of these coils with fixed commutators and revolving brushes Q, secured to a shaft Q. The brushes are in connection with the eommutators and are so arranged that the poles in the cores of the parts F and F are at an angle to each other, the construction being such that we have corresponding revolving armature and field, the speed of the revolution of the iield being regulated by the external motor or power device Q2. The motor Q2 is preferably a shunt-motor having a regulator Q4 in its field connected in a fieldcircuit q', and having a regulator Q2' in its armature-circuit q. As this motor Q2 may be regulated independently of the current flowing to the motors of the train it is evident that it may produce any desired speed of rotation of the brushes and hence any requisite counterelectromotive force.

In the construction shown in Fig. 14: we have a motor-generator in which the' generatorportion is used as a counter-electromotiveforce regulator, the armature F thereof being in series with the motor-circuit f leading to the motors of the cars. F are in shunt-circuit and may be controlled by a rheostat F3 and acurrent-reversing switch T4,by means of which the current may.

be reversed and electromotive force made to assist or oppose the line-current. The motor portion of the apparatus consists of an armature T5, working in a field-magnet T6, the magnetism of which is controlled by a regulator or rheostat TS. The motor of this motorgenerator is in a shunt-circuit relative to the power-motors of the various cars, so that its speed may be regulated wholly independently of the speed of travel of the train. By varying the speed of the generator, or by varying its field, the electromotlve force of its armature may be varied and applied as a counter electromotive force to the initial electrometive force of the line-current, and this may be increased or decreased to any degree desired and thus regulate to a nicety the current flowing through the train.

In Fig. 15 I have shown a series of armatures F upon the same shaft and operating in a series of ields F, the iields being coupled in series and in shunt relation to the armatures. Each of the armatures is shown as provided with its own commutator and brushes, as in the case of Fig. 8. In this case I have indicated that each of the motor-circuits 2 3 4,8m. are provided with their own individual counter-electromotive-force regulator, but as all of the regulator-armatures are upon the same shaft and are in parallel with the same source of current it is evident that there is an intimate correlation between the regulation of the several motor-circuits on the train.

In Fig. 16 I have shown the motor-armature operating in a held-magnet F, as before, but in which the armature-shaft is provided with a screw or worm working in a cylinder T. A iluidis placed in the cylinder and a by-pass is provided with a hand-controlling valve t', the function of which is to vary the circulation of the fluid to either a greater or less eX- tent to regulate the speed of rotation of the armature. The parts may be made in the form of any of the well-known hydraulic cir- 'Ihe field-magnets culating-pumps having a revolving shaft, of which numerous types are well known in the art. In additionto these forms of counterelectromotive-force regulators'there are others, but it is thought that these are sufficient to clearly illustrate the adaptability of this method to the class of regulators under consideration.

Referring to Fig. 17, I have shown the motors D onrtwo cars in connection with the pilotcar and the controlling mechanism, but in this case instead of the switch H being arranged upon the pilot-car for reversing the field-magnets I have shown a separate reversing-switch H2 upon each car with a suitable electromagnetic device for operating the said reversing-switches simultaneously from the pilot-car. In this case the field-magnet circuits 1 1 (shown in Fig. 3) are omitted and the corresponding circuits 6 7 of Fig. 17 are employed for'operating the electromotive devices for moving the switches,th us requiring the same number of continuous circuits through the train, as in the former case. The circuits 8 9 supply current to the motorsD D upon the two cars, and the field-magnets D2 on each one of these motors is in series with its armature D. In this manner the motors are series motors and are connected in parallel with each other. The electromagnetic devices for moving the switches consist of a core H2,adapted to be drawn into either of two solenoids h h, which are respectively in circuit with the conductors 7 either of which may be put into electrical circuit with the source of supply by a switch S on the pilotcar. If the switch S is thrown into connection with the conductor 6, the reversing-switches H2 remain in the position shown in Fig.' 17. If, however, the switch is thrown in connection with the conductor 7, then the core is drawn into the solenoid h and the switch moved to reverse the current in the field; Normally the switch S is open, as the parts are supposed to have sufficient friction to maintain them in their eXtreme positions. It is of course evident that while the 'reversingswitch is lshown to reverse the field it may be employed instead to reverse the armature, as the reversal of either element is sufficient for the purpose. By this mechanism all of the motors on the entire train may be simultaneously reversed by simply moving the switch S, and this switch may be designated as the reversing-switch for the train. The principal operation of the system shown in Fig. 17 is not materially different from that shown in Figs. 2 and 3, but is, perhaps, somewhat v more complicated, owing to the electromagnetic switch-operating devices.

I will now refer to the specific construction and use of the switch L upon the cars to which I have before briefly referred. It is necessary to the proper operation of my improved system of regulation that on any one of the circuits 2, 3, 4, duc., extending throughout the entire train there shall only be the roo motors of one car-that is to say, the circuit 2 shall only contain the motors corresponding to car No. l, circuit 3 shall only contain the motors oi car No. 2, the. Provision, therefore, must be made to permit the armatures of the motors on a car to be coupled with any one of the said circuits 2, 3, 4, the., for if in making up a train the armatures of a ear were connected to circuit No. 2, and another ear happened to have its motors also connected with circuit No. 2, we would then have the armatures of two cars being fed from the same circuit, which is undesirable, especially it the windings and efficiency of the motors on the two cars are not exactly similar. By the employment of switch L this difliculty is readily overcome, for after making up a train the switch L is moved to couple the armatures ol the motors of car No. l with circuit No. 2, and on the next car the similar switch is moved to couple the armatures of its motors onto circuit No. 3, and so on. The n'iotorman in the pilot-car, therefore, knows in case of derangement or the least trouble upon what ear the trouble is, and he has power to regulate the flow oi' current to the motors of any particular car which may be necessary, and also to cut the motors of any particular ear out of circuit in case of serious derangement, and this may be performed while the train is ruiming. In making up a train it is therefore only necessary to throw the switch L successively into the requisite position corresponding to the number of the car from the pilot-car. It is ofcourse evident that all of the armatures of the several cars are in parallel, and that theoretically they might be arranged to be supplied with current from the same conductor No. 2; but in that event any difference in the winding of the motors, speed, or revolution, derangement or short-circuiting would destroy the ei'liciency of the train as a whole and hence it is not practical. It is most advisable for commercial practice to maintain the motors on each car as separate elements relatively to the motors on the other cars and so arranged that they may be controlled from the pilot-car. The switch L may be of any suitable construction.

I have not lost sight of the fact that the field-magnets are arranged in parallel, and therefore might involve some difference in flow of current through them relatively to each other in case the internal resistance were not similar, but I have not considered this to be a serious matter as compared with differences which might occur due to the armature reactions in case of the latter being diflerent electrically considered one to the other. This condition would not occur with the construction shown in Fig. 17, as only the current which is supplied to the armature of a motor passes through the corresponding field magnet. However, to overcome any possible condition from this source it is only necessary to supply an extra set of circuits with corresponding switches L, as indicated in Fig. 18, in

which case the circuit No. l corresponds to one of the circuits No. l of Fig. 3 and with which one of the terminals of all of the lields are connected. The other terminals ot the fields are connected through the switches L' with the properconductors l0 ll l2,&c. ,which eXtend under the cars and corresponding in numbers to the numbers of circuits leading to the arma-tures. The circuits lO ll l2, die., lead to the pilot-car and are each provided with the auxiliary resistances L2, as well as cut-ont switches Z, and these several circuits are connected with a bus-bar L3, which connects with the armature bus-bar J. The reversing-switch ll is arranged to reverse all of the fields simultaneously, as before. It is of course evident that by this arrangement of the armatures and field the armatures might be reversed from the pilot-car in place of the field-magnets being reversed, but this is immaterial, as will.be understood by any one skilled in the art.

M in Fig` 3 represents electric lamps arranged in lighting-circuits in, which will extend from the pilot-car and may be controlled by a main switch M. These lighting-circuits are in parallel with the motor system as well as the countcr-electromotive-force regulator. It is of course self-evident that the lightingcircuits on each car may be directly supplied with current from the conductors E e, but this necessitates additional collecting devices with the possible tendency of derangement, and hence it is more desirable to supply the current to the lighting system from the pilot-ear.

In conclusion I would say that I do not confine myself to the lninor details of construetion, as it will be self-evident from the description that modifications may be resorted to in the arrangement of the circuits and devices employed without departing from the essential features of my improvements.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, isi l. In an electric-railway car, the combination of a series of electrieally-independent longitudinal conductors terminating in suitable couplings at each end of the car, an electric motor on the car having one terminal of its field-magnets and armature electrically connected with a portion of said longitudinal conductors, and switch devices interposed between the motor and said longitudinal conductors for connecting at least one of the elements (the field-magnets and armature) with either one of the series of said longitudinal conductors.

2. In an electric railway, the combination of one or more cars each provided with a series of longitudinal conductors terminating in suitable couplings at each end, one or more electric motors each having one terminal of its field-magnets and of its armature electrically connected with said longitudinal conductors, switch device for connecting at IOO IIO

least `one of the elements (the field-magnets and armature) with either one of the series of said longitudinal conductors, a pilot-car also provided with a coupling adapted to connect with the coupling of the car and having extended therefrom a series of electric circuits connected in parallel, a motor-circuit on the pilot-car for supplying current to the longitudinal conductors, and a counter-electromotive-force regulator inthe motor-circuit of the pilot-car for regulating the flow of current to the several conductors.

3. In an electric railway the' combination of one or more cars eachy provided with a series of longitudinal conductors terminating in suitable couplings at each end, one or more electric motors each having one terminal of its field-magnets and of its armature electrically connected with said longitudinal conductors, switch device for connecting at least one of the elements (the field-magnets and armature) with either one of the series of said longitudinal conductors, a pilot-car also provided with a coupling adapted to connect with the coupling of the car and having extended therefrom a series of electric circuits connected in parallel, a motor-circuit on the pilot-car for supplying current to the longitudinal conductors, a counter-electromotiVe-force regulator in the motor-circuit of the pilot-car forregulating the ow of current to the several conductors, and a currentcollecting device moving with the pilot-car adapted to make a Vtraveling contact with a line conductor extending along the railway.

et. In an electric railway, the combination of one or. more cars each provided with a Series of longitudinal conductors terminating in suitable couplings at each end, one or more electric motors each having one terminal of its held-magnets and of its armature electrically connected with said longitudinal conductors, switch device for connecting at least one of the elements (the field-magnets and armature) with either one of the series of said longitudinal conductors, a pilot-car also provided with a coupling adapted t-o connect with the coupling of the car and having extended therefrom a series of electric circuits connected in parallel, a motor-circuit on the pilot-car for supplying current to the longitudinal conductors, a counter-electromotive-force regulator in the motor-circuit of the pilot-car for regulating the ilow of current to the several conductors, and independent means t'o separately control the current supplied to each of the series of conductors which areconnected in parallel. y

5. In an electric railway, the combination of one or more cars each provided with a series of longitudinal conductors terminating in suitable couplings at each end, one or more electric motors each having one terminal of its field-magnets and of its armature elecand armature) with either one of the series of said longitudinal conductors, a pilot-car also provided with a coupling adapted to connect with the coupling of the car and having extended therefrom a series of electric circuits connected in parallel, a motor-circuit on the pilot-car for supplying current to the longitudinal conductors,a counter-electronictive-force regulator in the motor-circuit of the pilot-car for regulating the flow of current to the several conductors, independent means to separately control the current supplied to each of the series of conductors which are connected in parallel, and a current-indicator in each of the circuits to show the relative currents owing at any moment.

6. The combination of two or more cars, longitudinal conductors on the cars terminating in electric couplings, and a motor on each car having its field-magnets permanently connected with two of said longitudinal conductors so that the field-magnets of two or more cars are connected in parallel and its armature adjustably connected by a switch with either of the other longitudinal conductors so that the armatures of the motors on different cars may be connected with dilferent circuits.

7 The combination of two or more cars, longitudinal conductors on the cars terminating in electric couplings, a motor on each car having its field-magnets permanently connected with two of said longitudinal conductors so -that the eld-magnets of two or more cars are connected in parallel and its armature adj ustably connected by a switch with either of the other longitudinal conductors so that the armatures of the motors on different cars may be connected with different circuits, a pilotcar, a motor-circuit on the pilot-car, electric connections for coupling the longitudinal field-magnet circuits in series with the lnotorcircuit and armature longitudinal conductors as a whole, and means in the motor-circuit for controlling the current flowing therein.

8. The combination of two or more cars, longitudinal conductors on the cars terminating in electric couplings, a motor on each car having its field-magnets permanently connected with two of said longitudinal conductors so that the eld-magnets of two or more cars are connected in parallel and its armature adjustably connected by a switch with either of the other longitudinal conductors so that the armatures of the motors on different cars may be connected with different circuits, a pilotcar, a motor-circuit on the pilot-car, electric connections for coupling the longitudinal field-magnet circuits in series with the inotorcircuit and armature longitudinal conductors as a whole, means in themotor-circuit for controlling the current ilowin g therein,and means for independently controlling the electric current, in each of the longitudinal armaturecircuits.

9. The combination of two or more cars, longitudinal conductors on the cars terminating in electric couplings, a motor on each car hav- IOO IIO

ing its field-magnets permanently eonneeted with two of said longitudinal eonduetors so that the field-magnets of two er more ears are connected in parallel and its armature adjustably connected by a switeh with either of the other longitudinal eonduetors so that the armatures ot the motors on different ears may be Connected with different circuits, a pilot'- ear, a motor-circuit on the pilot-ear, electric connections for coupling the longitudinal field-magnet eireuits in series with the motoreireuit and armature longitudinal eonduetors as awhole, and means in the motor-circuit for cont-rolling the current flowing therein consisting of a revolving armature moving in a magnetic field, and means for varying the counter eleetromotive force generated therein.

l0. The combination of two or more ears, longitudinal Conductors on the ears terminating in eleetrie Couplings, a motor on eaeh ear having its field-magnets permanently eonneeted with two of said longitudinal eonduetors so that the field-magnets of two or more ears are connected in parallel and its armature adjustably connected by a switeh with either of the other longitudinal Conductors so that the armatures of the motors on different ears maybe eonneeted with difterent eireuits, a pilot-ear, a motor-circuit on the pilot-Car, eleetrie connections for Coupling the longitudinal field-magnet eireuits in series with the motor-circuit and armature longitudinal Conductors as a whole, means on the pilotear to reverse the current in the field-magnets on all of the ears relatively to the armature, and means in the motor-Circuit for Controlling the current v[lowing therein.

ll. The combination of two or more ears, longitudinal Conductors on the ears terminating in eleetrie Couplings, a motor on eaeh ear having its field-magnets permanently oonneeted with two of said longitudinal conductors so that the field-magnets of two or more ears are connected in parallel and its arma` ture adj ustably conneeted by a switeh with either of the other longitudinal eonduetors so that the armatures of the motors on different ears maybe eenneeted with different eireuits, a pilot-ear, a motor-eireuit en the pilot-ear, eleetrie connections for coupling the longitudinal field-magnet Circuits in series with the motor-eireuit and armature longitudinal conductors as a whole, means in the motoreireuit for Controlling the current flowing therein consisting et a revolving armature moving in a magnetic field, means for varying the Counter eieetromotive foree generated therein, and means for independently oontrolling the eleetrie current in eaeh of the longitudinal armature-circuits.

l2. The combination of two or more ears, two longitudinal field-conductors on eaeh ear, a series of longitudinal armature-eenduetors also on eaeh ear, one or more motors for eaeh ear having the field-magnets permanently coupled in parallel with the longitudinal fieldeonduetors and the armatures eonneeted with one or more of the longitudinal armaturecondueters as described, apilot-ear, a motoreireuit on the pilot-ear and connecting the longitudinal field-Conduotors in series, a busbar or eireuit connecting the longitudinal armature-conductors in parallel and in series as a whole with the longitudinal field-conductors, and means on the pilot-ear in the motoreireuit for eontrolling the Current therein.

13. The Combination of two or more ears, two longitudinal field-conductors on eaeh ear, a series of longitudinal armature-eonduetors also on eaeh ear, one or more motors for eaeh ear having the field-magnets permanently Coupled in parallel with the longitudinal fieldeonduetors and the armatures respectively connected with one or more of the longitudinal armattire-conductors as described, a pilotear, a motor-circuit on the pilot-Car and eonneeting the longitudinal field-Conductors in series, a bus-bar or eireuit eonneeting the longitudinal armature-conduetors in parallel and in series asawhole with the longitudinal field-Conductors, and means on the pilot-car in the i'notor-eireuit for controlling the eurrent therein consisting of a oounter-eleetromotive-foree generator and hand-controlled means for varying its Capacity for generating a counter eleetromotive force.

ll. The eombination of two or more ears, two longitudinal field-conductors on eaeh ear, a series of longitudinal armature-eonduetors also on eaeh ear, one or more motors for eaeh ear having the fieldmagnets permanently coupled in parallel with the longitudinal field-Conductors and the armatures respectively eonneeted with one or more of the longitudinal armature-eenduetors as described, a pilot-ear, a motor-circuit on the pilot-ear and connecting the longitudinal field-circuits in series, a eurrent-reversing switeh to reverse the current in the field-Circuit, a busbar or eireuit connecting the longitudinal armature-circuits in parallel and in series as a whole with the longitudinal field-conductors, independent means for eaeh of the longitudinal armature-eonduetors to eontrol the' division of the current delivered to the armatures of the several motors, and means on the pilot-Car in the motor-circuit for control ling the current therein.

15. The combination of two or more ears, two longitudinal field-conductors on eaeh ear, a series of longitudinal armature-condueters also on eaeh ear, one or more motors for eaeh ear having the field-magnets permanently coupled in parallel with the longitudinal fieldeonduetors and the armatures respectively eonneeted with one or more of the longitudinal armature-Conductors as deseribed, a pilotear, a n'iotor-eireuit on the pilot-ear and conneeting the longitudinal field-conductors in series, a bus-bar or eireuit connecting the longitudinal armature-Circuits in parallel and in series as a whole with the longitudinal fieldeonduetors, means on the pilot-ear in the IOO IIO

motor circuit for controlling the current therein consisting of a counter-electromotiveiorce generator and hand-controlled means for varying its capacity for generating a counter electromotive force, and means for completing an electric circuit around the counter-electromotive-force generator when it is desired to cut it out of operative circuit.

16. The method of regulating the current supplied to a number of electric motors upon a series of cars Which consists in leading a current from a source of supply through the field-magnets of the several motors, then supplying the said current to the several armatures of the motors in parallel, and independently controlling the currents delivered to the several armatures.

17. The method of regulating the current supplied to a number of electric motors upon a series of cars Which consists in leadingl a current from a source of supply through the field-magnets of the several motors in parallel, then supplying the said current to the several armatures of the motors iu parallel, controlling at one place the total ioW of current through the motors as a Whole, and independently controlling the divided currents delivered to the several armatures.

18. The method of regulating the current supplied to a number of electric motors upon a series of cars which consists in leading a currentfrom a source of supply through the field-magnets of the several motors, then supplying the said current to the several armatures of the motors in parallel, independently controlling the currents delivered to the several armatures, and reversing the current in the elds relatively to the armatures for reversing all of the motors simultaneously.

` 19. The combination of a series of cars, one or more electric motors on each car to propel it, a pilot-car, electric circuits leading from the pilot-car and containing all the armatures of the motors in parallel, a source of electric energy, a single main regulator for simultaneously controlling the current to all of the armatures, and independent means for separately controllingv the current delivered to the several armatures relatively one to the other.

20. The combination of a series of cars, one or more electricmotors on each car to propel it, a pilot-car, electric circuits leading from the pilot-car and containing all the field-magnets of the motors in parallel,a source ot electric energy, a single main regulator for simultaneously controlling the current to all of the field-magnets, and independent means for separately controlling the current delivered to the several field-magnets relatively one to the other.

2l. The combination of a series of cars, one or more electric motors on each car to propel it, a pilot-car, electric circuits leading from the pilot-car and containing all the armatures of the motors in parallel, a source of electric energy, a single main regulator for simultaneously controlling the current to all of the armatures, independent means for separately controlling the current delivered to the sev-v eral armatures relatively one to the other, and means for cutting out of circuit any motor independently of the others.

22. The combination of a series of cars, one or more electric motors on each car to propel it, a pilot-car, electric circuits leading from the pilot-car and containing all the armatures of the motors in parallel, a source of electric energy, a single main regulator for simultaneously controlling the current to all of the armatures, independent means for separately controlling the current delivered to the several armatures relatively one to the other, and means to reverse the current in the field-magnets relatively to the armatures.

23. The combination of a series of electric motors, a source of electric energy, circuits leading from the source of energy and including all of the electric motors, and a regulator to control the current delivered to the motors consisting of a series of counter-electromotive-force generators adapted to produce separate counter electromotive forces, and a hand-switch device for coupling said generators in series or parallel to vary the amount of counter electromotive force opposed to the initial electromotive force of the source of electric energy.

24:. The method of regulating the current supplied to a number of electric motors upon a series-of cars which consists in supplying a current from a source of energy to the several motors Ain parallel, and independently and at a distance from the motors controlling the currents delivered to the several armatures of said motors.

25. The method of regulating the current supplied to a number of electric motors upon a series of cars which consists in supplying a current from a source of energy to the several motors in parallel, controlling at one place from one car at a distance from the motors the total flow of current through the motorsl as a Whole, and independently and from the same car distantly removed from the motors controlling the divided currents delivered to the several armatures of said motors.

26. The method of regulating the current supplied to a number of electric motors upon a series of cars which consists in supplying a current from a source of energy to the several motors in parallel, controlling at one place independently of the source of energy the total loW of current through the motors as a Whole, independently and at a distance from the motors controlling the divided currents delivered to the several armatures of said motors, and reversing the current in the fields relatively to the armatures for reversing al1 of the motors simultaneously.

27. The combination of a source of electric energy, circuits leading from the source of energy and including translating or currentconsuming devices, and a regulator to control the current delivered to the translating or IOO current-consuming devices consisting of a series oi' counter-electromotivc-force generators adapted to produce separate counter electromotive forces, and a hand-switch device for coupling said generators in series or parallel to vary the amount of counter eleetromotive force opposed to the initial electromotive force of the source of electric energy.

28. In an electric car, the combination of a series of longitudinal insulated conductors terminating at each end in suitable couplings, one or more electric motors on the car to propel t, and switch devices interposed between the motors and conductors for electrically connecting the armature or amatures of the motor or motors with either of the several longitudinal conductors.

29. The combination of two or more cars, a series of longitudinal conductors on each car, one or more motors for each car having the armatures respectively connected with the longitudinal conductors, a pilot-car, a motorcircuit on the pilot-car connecting with the longitudinal conductors on the cars, means on the pilot-car in the motor-circuit for controlling the current therein, and independent means on the pilot-car for cutting the motor or motors of any car out of circuit.

30. A pilot-car for an electric railway consisting of the combination of a vehicle adapted to the track, current-collecting devices connected with and moved by the vehicle, a motor-circuit leadin g from the current-collectin g devices, a series of independent conductors terminating at one end in coupling devices adapted for connection with corresponding circuits on cars to be connected with the pilotcar and having their other ends connected in parallel with the motor-circuit, and means in the motor-circuit for simultaneously controlling the current in all of the independent conductors.

3l. A pilot-car for an electric railway consisting of the combination of a vehicle adapted to the track, current-collecting devices connected with and moved by the vehicle,a motorcircuit leading from the current-collecting devices, a series of independent conductors terminating at one end in coupling devices adapted for connection with corresponding circuits on cars to be connected with the pilotcar and having their other ends connected in parallel with the motor-circuit, means inthe vmotor-circuit for simultaneously controlling' the current in all of the independent conductors, and independent means in the several independent conductors to independently control the current flowing over them.

A pilot-car for an electric railway consistin g of the combination of a vehicle adapted to the track, current-collecting devices connected with and moved by the vehicle,a motorcircuit leading from the current-collecting devices, a series of independent conductors terminating at one end in coupling devices adapted for connection with corresponding circuits on cars to be connected with the pilotcar and having their other ends connected in parallel with the motor-circuit, means in the motor-circuit for simultaneously controlling the current in all of the independent conductors, a motor to propel the vehicle, and eircuits on the vehicle including the motor in the motor-circuit and in parallel with the independent conductors.

33. A pilot-ear for an electric railway consisting of the combination of a vehicle adapted to the track, current-collecting devices connected with and moved by the vehicle, a motorcireuit leading from the current-collecting devices, a series of independent conductors terminating at one end in coupling devices adapted for connection with corresponding circuits on cars to be connected with the pilotcar and having their other ends connected in parallel with the motor-circuit, means in the motor-circuit for simultaneously controlling the current in all of the independent conductors, a motor to propel the vehicle, circuits on the vehicle including the motor in the 9o motor-circuit and in parallel with the independent eonductors, and independent means to control the current delivered to the motor of the pilot-car independentlyof the current in the independent conductors.

34. A pilot-car for an electric railway consisting of the combination of a vehicle adapted to the track, current-collecting devices connected with and moved by the vehicle, a motorcircuit leading from the current-collecting devices, a series of independent conductors terminating at one end in coupling devices adapted for connection with corresponding circuits on cars to be connected with the pilotcar and having their other ends connected in parallel with the motor-circuit, means in the motor-circuit for simultaneously controlling the current in all of the independent conductors, a motor to propel the vehicle, circuits on the vehicle including the motor in the motor-circuit and in parallel with the independent conductors and reversing devices for reversing the current in the motor.

In testimony of which invention I hereunto Set my hand.

R. M. HUN' ER Witnesses:

J. W. KENWORTHY, R. M. KELLY.

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